Multiple speed governor device



Dec. 20, 1932.

' Filed Jan. 31, 1929 E. S. COOK .MULTIPLE SPEED GOVERNOR DEVICE P.Sheets-Sheet 1 4 57 J a Tg 70 80 9 eo f 68 J el ez a A 7l 5,4-7 56/ //J'Ja JZ o0- g ,443 y J0\ l2 k l k. l, j 30 L@ 13,5

70 LYN K 'o4-ID3 Laa al 77 l 7 :v/ggg ,4b i o n f a 35 29 3g 36 73 I5 yp 'ol/ ,6 a 39 4 0 INVENTOR 4| EARLE' s.cooK

43 4.4. ATTORNEY Dec. 2o, 1932. E. s. COQK 1,891,668

MULTIPLE SPEED GOVERNOR DEVI'CE Filed Jan. 31, 1929 2 Sheets-Sheet 2 90I w se 87 e 1 Z* 17 A24 .i as 2o ,l 2l l2 l? A/ 33 28 a+ 8 4 -1315 6 3227 ,04103 \22. '29' Z8 [OZ S35 8536 I6 4 .45 Y a7- J)- [1mm l @y l 40 l584 44 lol /6 42` f INVENTOR :ARLE-Sook af%m ATTORNEY' Patented Dec. 20,1932 UNITED sluarafsg vInstalar EABLE s. Coox, or wILirrERDINef,lPENNsYLvANImA-ssenon To THE wnsrriienous'r .AIR BRAKE COMPANY, 0FWILMER-DING, PENNSY''AWIA,'vl.V CORPORATION 0F.

rErms'vrnninrak MUUHPLE srnnn GOVERNOR DEVICE Y p Application areaJanuary '31, 1929.` sei-iai No. 336/107.

a traincontrol apparatus of the above typey in which a train speedcontrolled governor or centrifuge is provided for operating a plural:

ityof valves at dilferent train speeds for pneumatically effecting theoperation of a brake application valve 4device in accordance withtraiiic conditions, the operation of said brake application valve devicebeing adaptedA .t to effect an application of vthe brakes on a tram.

Thep'rincipal object of my invention is, to

provide a train control apparatus in which the speed of the train may belimited to any i one of a pluralityof diilerent speedlimits, as

is a diagrammatic view, partly in section, of aportion of a traincontrol apparatus showf ing my invention applied thereto; and ig. 2 aview, similar to Fig. and showing a modified foi-moi my invention. p

As shown in Figc 1 of the drawings, the train control apparatuscomprisesarbrake application valve device 1, an application magnet valve device2, two magnet valve de-` vices 3 and 4, signal lights H, M and L adapt#ed to indicate to the operator the track condition, Vand a speedgovernor device 5.

v The brake application valve device l is adapted to control the 'luidunder pressure in the usual brake pipe 6 and comprises a casing having achamber 7 containing a piston8 and ya valve chamber 9 containing a slidevalve 10 adapted to be operated by said piston, outward movement ofssaidpiston being opposed by a springv 11 contained in the chamber 'llheapplication magnet valve device 2 comprises a magnet, valves 12 and 102adapt`A Forcontrolling the operation-ofv the inagnet of the magnet valvedevice "2, a toggle" switch device, actuated in accordance withthe'speed of the train, is` contained in the speed governor device 5 andisinterposed in wires 17 and 18, which are adapted to con?l with asuitable source of' nect said magnet electrical energy, preferably agenerator 19, which may bedriven by any 'suitablepme'ana such as arotating part ofthelocom'otive.

, The toggle switch hereinbe'forementioned comprises a plurality ofpairsl ofoperating arms 20 and 21, and 22 and 23, which are adapted in'one position, as shown inthe drawings, to engage stationary contacts'24@V i and 25, and 26 and 27 respectively, for clos` the circuit throughwires 17 and 18 as hereinbefore described, the cvzontacts 24, 255, 26:and 27,being insulated from eachother and' rigidly mounted in' thecasing of the speed' governor device '75.

The innerends of the togglearms 20 and 21 are operatively mounted onapin 28, while the inner ends of the toggle arms, 22 and 23 areoperatively mounted on `pin 29, said, p'ins'28 and 29v being secured toaQst'en 30" adapted to be moved vertically.Y vThe outer' ends' of saidswitch arms 20 and are con? nected bya spring 31, and the outerveiidslofthe arms 22 and 23 are likewise .connected by spring 32, ksaid springsurging the outer ends of said arms toward `each other. In the4positionshown in Fig. 1 of the drawings,

with the springs disposed above the aires' of the pins 28 and 29, theends of the arms aren urged into engagement Vwith the contacts 24,j25,26 and 27l respectively. Vhen thestem" 3Q is shifted upwardly untilthe pins 28 and 2,9 pass to the upper side of the springs, the' springsthen urge the ends of the arms into" engagement with stops 33, 34, 35and 36 `12e"- spectively, said stops being made of any demounte'd in thegovernor casing. Y p l For moving the stem 30 upwardlyin sirableinsulating material and being Vrigidly cordance ywith the train spe'ied,a centriinge v vGli? is employed, which comprises weighted arms v 37 and3 8 fulcrumed on pins 39V and 110, spectively, secured to member 11,member is adapted to be rotated, when thev train is running, by anydesired means, such as by a connection to some rotating part of thetrain through a plurality of bevel gears 42 and 43 and a shaft 44. Themember 41 is provided with a central vertical bore 84 in which anextension of the stem 30 is adapted to slide without rotation thereofupon rotation of said member.

The inner ends of the governor arms 37 and 38 are adapted' to engage aplate 45 mounted on the stem 30, so that the centrifugal force developedby rotation of said arms will cause said plate to be moved upwardly andthereby shift the stem 30 upwardly.

For the purpose of resisting upward movement of the stem 30, a pluralityof springs 46 and 47 are provided to act downwardly thereon, eithersingly or together, so as to vary the pressure opposing upward movementof the stem 80, the pressure of the springs being set up to opposemovement ofthe stem in accordance with the traffic conditions, as willbe hereinafter more fully explained.

Mounted in the governor casing is a hollow member 1,00 and the spring 46is contained in chamber 48 of said member. One end of the spring engagesa pusher plate 50 secured to the stem 30, while the upper end of thespring engages a spring seat 71. Y Said spring seat engages a piston 51and is provided with a central opening through which the stem 30extends, said opening forming a guide for the stem. Downward movement ofthe piston 51 into'engagement with ashoulder 52, operates to compressthe spring 46, so as to increase the pressure of said spring on plate50.

Surrounding the member 100 and contained in a chamber 53 is the spring47 which also engages the pusher plate 50, said pusher plate extendingthrough opening 54 provided in said member.

Resting on the upper end ofspring 47 is a piston 55, which, when in theposition shown inthe drawings, leaves the spring free of pressure, butwhich is adapted to be moved downwardly a predetermined distance intoengagement with a shoulder 56, in which position said spring iscompressed and exerts a predetermined downward pressure on the pusher Yplate 50. A clearance space is provided above the piston 55, to permit afree upward movement of the spring from the position shown in thedrawings.

The H, M and L signal lights may be located in the operators cab of thelocomotive and are so connected through wires 57 and 58, 59 and 60, and61 and 62 with mechanism operative in accordance with the trackcondition, such as disclosed in the pending application of Thomas H.Thomas, Serial No. 290,917, filed July 7, 1928,` for train controlapparatus, that said lights will visibly indicate to the operator thetrack condition, i. e., in clear territory the H signal light will belighted, in restricted territory the M signal light will be lighted andin dangerous territory the L signal light will be lighted.

Connected across the M signal light wires 59 and 60 is the magnet of themagnet valve device 4, which device in addition to the magnet comprisesvalves 63 and 64 operable by said magnet, and a spring 65 acting on thevalve 64 to urge the valves upwardly when-the magnet is deenergized.

Connected across the H signal light wires 57 and 58 is the magnet of themagnet valve device 8, which device comprises valves 66 and 67 operableby said magnet, and a spring 68 acting von the valve 67 to urge thevalves upwardly when the magnet is deenergized.

In operation, when the track condition is favorable forrunning at aspeed up to the high speed limit, current is supplied to the H signallight so that the signal H lights up. Current is also supplied to themagnet of the magnet valve device 3. Said magnet is thereby energized,seating valve 66 and unseating valve 67, which permits fluid underpressure to flow fromV any suitable source through a pipe 69, past 'theunseated valve 67 .and through pipeand passage 80 to a chamber 72 at theupper face of piston 55 in the governor. Said piston is thereby moveddownper f ace of the piston 51 with the atmosphere through passage andpipe 70, past the unseated valve 63 and through the atmospheric passage82. Thus, in high speed territory, the pressure of spring 47, withpiston 55 engaging shoulder 56, plus the initial pressure of spring 46,with the piston 51 in the position shown in the drawings, actsdownwardly on the pusher plate 50 and stem 30 to resist the upwardlyacting force lof the governor arms 87 and 38.

In high speed territory, whenv a train is running below the high speedlimit, the centrifugal force of the governor arms 37 yand 38l isinsufficient to reverse the position of the toggle switch arms from theposition shown in the drawings, against the downwardly acting pressureof springs 46 and 47. Consequently, the circuit is closed through themagnet of the magnetzvalve device 2, causing said magnet to be energizedand to seat valve igea-1,6%

chamber 7 of the application valve device 1, by way of pipe and passage103 past valve 102, through chamber 13-and from thence through passageand pipe 15. Fluid under pressure then flows through the choked portk 77in piston 8 into valve chamber 9. When the iuidpressures thereby becomeequalized on the opposite sides of piston 8, spring 11 urges piston 8and slide valve 10 to the re- If, in high speed territory, the operatorvpermits a train to exceed the predetermined high speed limit, thecentrifugal force developed byrotation of the governor arms 37 and 38causes an upward thrust on the stem 30 exceeding the downward pressureof the springs 46 and 47, thereby pushing the stein upwardly until thevtoggle switch arm pins 28 and 29 pass the longitudinal center line ofthe springs 31 and 32 respectively. Said springs are thereby permittedto rotate the pairs of switch arms 20 and 21, and 22 and 23 around thepins 28 and 29, respectively, and in a downwardly direction until theyengage the stops 33, 34, 35 andA 36, respectively. l

The operation of the toggle switch as just described, opens the circuitthrough the magnet of the magnet valve device 2. Said magnet -is therebydeenergized, which permits spring 16 to seat valve 102 and unseat valve12 and thereby vent the fluid under pressure from the application pistonchamber 7 to the atmosphere through passage and pipe 15, past valve 12and through the atmospheric passage 14. The pressure of the fiuid in thew application slide valve chamber 9 acting on piston 8, then causes saidpiston to move outwardly and compress spring 11. Such outward movementof piston 8 shifts the slide valve 10 to application position in whichcavity 73 disconnects the brake pipe 6 from the brake valve (not shown)as hereinbefore described and connects said brake pipe to the atmospherethrough an atmospheric passage 74. Fluid under pressure is therebyvented from the brake pipe, which causes an applicationy of the brakesto be mit the toggle switch arms '20 and 21, andV 22 and23 to return tothe position shown in the drawings and thereby again closegthe circuitthrough the magnet ofthe magnet valve device 2, which then operates tocause the application y'valvedevice `1 to'return to release position inwhich the brake pipe. 6 is again connected to passage 101 rfrom thebrake valve and thereby recharged in the manner hereinbefore described.

If the train is operating in mediumspeed or lcaution/territory the Msignal light is lighted and the H andL signal lights are out.Consequently, the magnet of magnet valve device 4, which'is connected inparallel with the M signal light, is energi'zedand opera-tes toseat'valve 63 and unseat valve 64, f

which permits fluid under pressure to flow from pipe69, pastthe unseatedvalve 64 and through passage and pipe to` chamber l81 at the upper sideof pistonhthereby forcing said pistondownwardly into engagement withshoulder 152 and increasing the downwardly acting pressure ofspring'46'against the pusher'plate 50, a predetermined amount.`

With the H signal light out, the magnet of magnet valve .device 3 isdeenergize'd, so that the piston chamber 72 of the governor mechanismVis at atmospheric pressure dueto the connection through pipe andpassage 80, past unseated valve 66 and through. the atmospheric passage73. As a result, the spring 47l is permitted to freely expand, as shownin the drawings, and thereby exert no pressure 51 engages the -shoulder52 is less than theV combined pressures of the springs 46 and 47 whenoperating in high speed territory as hereinbefore described.Consequently, less force is applied to the pusher plate 50 to resist theupwardly acting thrust on stem 30 of the governor arms 37 and 38. As aresult, when operating in medium speed territory, if the train speedexceeds the medium 'speed limit, the centrifugal force developed by thegovernor arms 37 and 38exceed's the pressure of spring 46 andv'operatesthe toggle switch to effect an application of the brakes in the sammanner as hereinbefore'described. f

If the train is running in dangerous ter# ritory, then the L signallight is lighted and the M and H signal lights are out. Both magnets 3and 4 are thereby deenergized, which operate to connect both pistonchambers v7 2 and 81 to the atmosphere. VThe spring 46 then expands tothe position shown in the drawings, thereby decreasing thedownwardpressure thereof on the plate 50, andthe spring 47 remains ineffectiveas in medium speed territory. As a result, the centrifugalV force of thegovernor arms 37 and 38 devel-V oped at a lower speed of the train issufiicient to operate the toggle switch to apply the bra-kes in themanner hereinbefore described in case the train speed exceeds the lowspeed limit.

The values ofthe springs 46 and 4:7 may be made whatever desired inorder to produce the required resistance to operation of the governorarms 37 and 38, so as to'obtain the operation of the toggle switch atthe required speed limit. l

If desired, the governor may be used with train control apparatus inwhich tworspeed limits or one speed limit are employed. In the case oftwo speed limits, the magnet valve device 3- could be eliminated, sothat the two speed limits would be governed only by the spring 46 withthepiston 51 acting on said spring and operative by the magnet valvedevice 4, as hereinbefore described, or the magnet valve device 4: couldbe eliminated and then have the two speed limits governed in one case bythe spring 46 when in the position shown in the drawings and governed inthe other case by the combined pressures of spring 46 in the positionshown in the drawings plus the pressure of spring 42.7 when the pistonis operated by themagnet valve device 3 to engage the shoulder 56.

In Fig. 2 of the drawings is shown a modiiied construction in whichtheapparatus is arranged to control Vthe train for only one or twopredetermined speed limits. The govf ernor arms 37 and 38 are adapted tooperate a stem 85 in an upwardly direction, the upper portion of said`stem being slidably mounted in a bore through a wall 86 of the governorcasing. Carried by the stem 85 is a spring pusher plate 87 and mountedbetween saidV pusher plate and the lowerl face of the wall 86 is aspring 88 constantly under compression.

Engaging in a cavity at the upper end of the stem 85 is a conical'end ofa headed push rod 105. The rod 105 extends through an opening in aspring seat 89 and'at its lower end, the rod carries a spring seat 90held in place by a nut 91. A spring 92`is interposed between the Vspringseats 89 and 90 and urges the spring seat 89 into engagement with apiston 93 having a certain amount of free upward movement and adapted tobe moved downwardly a predetermined distance and into engagement with ashoulder 941m the governor casing.

ln operation, if the track conditions are favorable for the train to berun at a high speed, the H signal light is lighted and the magnet of themagnet valve device 3 is energized. The valve 66 isthereby seated, andthe valve 67 unseated, which permits fluid under pressure to flow frompipe 69, past valve 67 and through passage and pipe 95 to chamber 96 atthe. upper side of piston 93. Said piston is thereby moved vdownwardlyinto engagement with shoulder 94, thus compressing the spring 92 Vapredetermined amount. The pressure of spring 92 is trans.-v

ferred through the spring seat 90 and "push rod 105 to the stem 85 andthus supplements the pressure of the spring 88 to resist the upwardlyacting thrust of the governor arms 37 and 38 on said stem. ln case theoperator permits the train speed to exceed the prede-v termined highVspeed limit,- the centrifugal force of the governor arms moves the stem85 upwardly against the combined pressures of the springs 88 and 92 andcauses the toggle switch to operate' so as to effect an application ofthe brakes in the same manner as hereinbefore described.

, If the track' conditions are not favorable for high speed operation,then the L Vsignal light is lighted and the H signal lightis out. Themagnet of magnet valve device 3 is consequently1 deenergized and spring68 seats valve 67 and unseats valve 66, thereby venting the fluid .underpressure from piston chamber96 'through passage and pipe 95, past theunseated valve 66 and through the exhaust passage T3. Thepiston 93 isthus free to move upwardly so that the spring 92 will be inelective.' Asa result, only the spring 38 is operative to resist the upward thrust ofthe governor arms 37 and 38, which will therefore be able to operate thetoggle switch at a lower predetermined speed than as if both springswere effective. Y

in both forms of my invention shown in Figs. 1 and 2, it will be notedthat failure of tie electrical power, the breaking of a wire or thebreaking of a pipe will cause either the low speed limit to beautomatically imposed upon the train or the brakes will be automaticallyapplied, in the following manner.

If a. train is operating in territory in which the signal H or M islighted, and the current tosaid signal fails, then the magnet valvedevice 3 or d will operate in the manner hereinbefore described to causethe brakes to be automatically applied, if the train is running at aspeed lgreater than the low speed limit. 1f the train is running at orbelow the low speed limit, the brakes will not be applied but since thesetting of the governor device is controlled by the magnet valve devices3 and l, their deenergization will cause the adjustment to be changed tothe low speed in the manner hereinbefore described, so that the traincan not then run at a speed greater than the low speed limit. It isobvious that the breaking of a wire to the magnet of either of themagnet valve devices 3 or 4 will also cause the adjustment of thegovernor device to change to low speed in the same manner as if thecurrent to the magnet fails.

-lnV case the fluid pressure supply pipe 69 should break, then theoperation of the magnet valve devices 3 or 4 will be ineffective tochange the governor adjustment, and if any of the pipes 70, 80 or 95from vthe various magnet valve devices to the governor device If thecurrent fails or a wire to the magnet of the magnet valve device 2fails,then said magnet will become deenergized and operate to effect anapplication of the brakes in the manner hereinbefore described. -Failureof the fluid pressure supply to the application piston chamber 7 willalso cause an automatic application of the brakes to be effected. Y Fromthe above description of my invention, it will be evident that I haveprovided an apparatus by which the speed of the train can beautomatically controlled, so as to limit the speed of the train to anyone of a plurality of different speed limits, as determined by thetraffic conditions, by means of a single governor device anda singleswitch mechanism. In the drawings, the speed governor device has beenshown as operating in a vertical position, however, under certainconditions of installation, it may be desirable to operate said governordevice in a horizontal or other position, and I therefore do not desireto limit the application of my invention to that shown in the drawingsand hereinbefore described.

While two illustrative embodiments of the invention have been describedin detail, it is not my intention to limit its scope to theseembodiments or otherwise than by the terms of the appended claims.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is

1. The combination with a speed governor, of a member movable by saidgovernor according to the speed, means Vfor opposing the movement ofsaid member by the operation of said governor, and means operated uponan increase in iuid pressure for increasing the force with which thefirst mentioned means opposes movement of said member.

2. AThe combination with a speed governor, of a member movable by saidgovernor according to the'speed, pressure exerting means for opposingthe movement of said member by the operation of said governor, and meansoperated upon an increase in fluid pressure,

for increasing lin predetermined steps Vthe pressure of said pressureexerting means.

3. The combination with a speed governor, of a member movable by saidgovernor according to the speed, a plurality of springs for opposing themovement of said member by the operation of said governor, and means forat one time simultaneously varying the pressure of said springs and forat another time varying the pressure of said spri'ng'sin-` dependentlyof each other. l

4. The combination with a speed governor, of a member movable by saidgovernor according to the speed, a plurality ofsprings for opposing themovementof said member by the operation of said governor, and fluidpressure means for simultaneously increasing the force of said springsin predetermined amounts. Y

5. `The combination with a speed governor, of a member movable by saidgovernor according tothe speed, means operative at one time to opposemovement of said member, other means operative at another time to opposemovement kof said member, and bothl means operative at still anothertime to oppose movement of said member. 6. The combination with a speedgovernor, of a member movable by said governor-.faccording to the speed,and av spring having two different adjusted control positionsforcontrolling the movement of said member.

7 .Y The combination with a speed governor, of-a member operable by'saidgovernor in aci cordance with the speed, and a plurality of springsoperable at one time singly'and at another time collectively toresistthe operation of said member at dierent speeds of said governor. r y

8. The combination with'a speed governor, of a. member operable by saidgovernor in accordance with the speed, and two springs .operable togovern the operation vof said mem- Voppose movement of said member.

`11. The combination withl a( speed governor, of a member 'operable bysaid governor in `accordance with the speed, yielding means for opposingmovement of said member with a predetermined force at one time and luidupressure means vfor causing ksaid yielding ymeans to oppose movement ofsaid member trifuge operative in accordance with the speed of the trainfor controlling said means, Y

and means operativeto govern the operation of said centrifuge atdifferent speeds of.

lthe train.

` '713.- In a train control apparatus,the combination with meansforeii'ecting an appli- Ication of the brakes on a train, of a centrifugeoperative in accordance With the speed ofthe train for controlling saidmeans, and

' ineans operative in accordance With traffic conditions for goif'erningthe operation of said centrifuge.

14.' VIn a train control apparatus, the combination With meansforeiiecting an application'of the brakes on a train, of a centri- -fugefor controlling the operation of said mea-'11s,a spring Voperative tooppose the opyerationpof said centrifuge, and means for 915 varying thepressureof said spring accoid- 4operative'upon energizationto supplyfluid ing to the traiiic conditions.

cl5. In a train control apparatus, the conibination With means foreiiecting an application of the brakes on a. train, of a centri- V-fiigefor controlling the operation of said means a plurality of springsoperative to controlthe operation of said centrifuge, and meansl forvarying the pressure of Vsaid springs, according tothe traiiicconditions.

ll In a train controlapparatus, the combinat'ion with means foreiiecting an appiication of the brakes on a train, of a centri- -fugefor controlling the operationof said means, andV a plurality of springsarranged one Within the other-and at one time coopera- .tive with eachother to control the operation Yof said centrifuge;

17. In a train controlapparatus, combination-With means for effecting anappli- Vcation-.of the brakes on a train, of a centrifuge forcontrolling the operation of said means, and a plurality ofspringsoperative either singly or together to control the operation of saidcentrifuge. Y

I8. In a train control apparatus, the combination Withineans foreffecting an application of the brakes on a train, of a centri- -fugefor controlling the operation of said means, a spring operative toresist the operation of said centrifuge, and a piston carried by saidspring and operative to change the pressure of said spring according tothe traiiic condition.

19. In a train control apparatus, the combination with means foreii'ecting an application of ,tliebrakes on a train, of a centri- `fugefor controlling the operation of said fm'eans, a spring operative ,toresist the op- -eration of said centrifuge, a piston carried b said srino' and a magnet valve device under pressure to one side ofysaidpiston to compress said spring, said magnet valve device beingcontrolled inaccordance With the traffic condition. l f Y V2O. In atrain control apparatus, the combination With means for effecting anapplication of the brakes on a train, of a centrifugevfor controllingthe operation of said i- (i5 means, a spring operative to oppose theoperation of said centrifuge,and electro-pneumatic means for varying thepressure of said spring in accordance with the traiiic condition.

2l. In a train control apparatus, the com- 'l bination With means foreffecting an application of the brakes on a train, of means operative inaccordance with the speed ofthe train for controlling the operation ofthe first mentioned means, and means operative in accordance withtraffic conditions for controlling the opera-tion of the secondinentioned means.

22. Ina train control apparatus, the comg bination With means foreifectin an application of the brakes on a train, o Vmeans operative inaccordance With the 'speed of the train Afor controlling the operationof `the first mentioned means, and resilient means operative inaccordance'ivith traiiic' condif tions for controlling the operation ofthe second mentioned means.

23. In a train control apparatus, the combination With lmeans foreecting an application ofthe brakes on atrain, of avmember responsive tothe speed of the train for controlling said means, and plurality ofsprings operative to oppose the operation of saidvmeans to eii'ectV anapplication of the brakes, the pressure'of said springs being i"automatically varied according to tra, ic conditions.

24. Ina train control apparatus, the combination with means foreiiecting an application of the brakes on a train, of a switch forelectrically controlling the operation of said means, means responsiveto the speed of the train for operating said switch, and lmeans reicosponsive to thetrafric conditions for opposing y,

ber.

26. In a train control apparatus, the vcombination with means foreffecting an applica-I tion of the brakes on a train, of a magnet forcontrolling the operation of said means, a source of electrical energyfor supplying current to operate lsaidv magnet, a member responsivetothe train speed, a snap switch carried by said member for controllingYboth sides of the circuit through said magnet, and a spring foropposing the operation of said member, said spring being governedaccording to traffic conditions.

27.' In a train control apparatus, the combination with means foreffecting an application of the brakes on a train, of a magnet forcontrolling the operation of said means, a source of electrical energyfor supplying current to operate said magnet, av member responsive tothe train speed,-a spring governed by traffic conditions for opposingthe operation of said member, and a switch carried by said member forcontrolling the circuit to said magnet, said switch comprising a pair ofarms pivoted on said member, a spring connecting the outer ends of saidarms, and vtwo contacts interposed in the circuit of said magnet,theouter ends of said switch arms being adapted to engage said contactsinpone position of said member for closing thecircuit through saidmagnet.

28. In a train control apparatus, the combination with a memberresponsive to the train speed, of means operated by said member foreffecting an application of the brakes on a train, a spring seat mountedon said member, a piston movable relative to said member, a springinterposed between said spring seat and piston for at one time opposingthe operation of said member with a predetermined pressure, meanscontrolled by traffic conditions for causing said piston to compresssaid spring for opposing the operation of said member with a differentpressure at another time, another spring surrounding the firstmentionedspring and engaging said spring seat, a piston carried by saidsecond mentioned spring, and means controlled by vtraffic conditions forat one time renderingV the second mentioned spring ineffective to opposethe operation of said member and at another time for causing it to becompressed to act with the first mentioned spring for opposing theoperation of said member.

In a train control apparatus, the combination with a snap switch forcausing an application of the brakes to be effected, of speed responsivemeans for operating said switch, a spring for opposing the operation ofsaid speed responsive means, and fluid pressure means operative inaccordance with traffic conditions for varying the pressure of saidspring.

30. In a train control apparatus, the co-mbination with a snap switchfor causing an application of the brakes to be effected, of speedresponsive means for operating said switch, resilient means operative atall times to resist the operation of said speed responsive means, andother resilient means for at one time assisting the operation of thefirst Vmentioned resilient means and at another time being inoperativeto assist.

31. In a train control speed governor device, the combination with asnap switch, of a member carrying said switch, a centrifuge foroperating said member, and means for opposing said operation, said meanscomprising a spring seat on said member, a. plurality of springs carriedby said spring seat and contained in chambers one within the other, apiston also contained in each of said chambers, one of said pistonsengaging one of said springs, the other of said pistons engagingtheother o-f said springs, and fluid pressure means operative in accordancewith traffic conditions to control the operation of said pistons forvarying the pressure opposing the operation of said centrifuge.

32. In a train control apparatus, the combination with a casing having aplurality of l chambers, of a toggle switch in said casing,

a member for operating said switch, a centrifuge for operating saidmember according to the speed of the train, a piston in one of saidchambers, a spring interposedV between said-piston vand said member forcontrolling the operation of said member, the pressure of said springbeing adapted to be varied by the operation of said piston, anotherpiston in another of said chambers, a spring interposed between saidmember and last mentioned piston and adapted to be compressed by thelast mentioned piston, for at one time assisting in the control of theoperation of said member and at another time being ineffective tocontrol the operation of said member, and means controlled by the trackcondition for controlling the operation of said pistons.

33. In a train control equipment, the combination with an electricallycontrolled mechanism for controlling the brakes, of a switch device forcontrolling the operating circuit of said mechanism, a speed governorfor op-V erating said switch, a yielding resistance for opposing theoperation of said switch by said governor, and means governed by thetraffic conditions for varying the pressure exerted by said yieldingresistance.

34. In a train control apparatus, the combination with means vforeffecting an application of the brakes on a train, a centrifuge forcontrolling the operation of said means, and a plurality of springsarranged in tandem and operative either singly or together to controlthe operation of said centrifuge.

In testimony whereof I have hereunto set my hand, this 29th day of January,v 1929.

EARLE S. COOK.

